Kerosene-engine.



J. GOOD.

KEROSENE ENGINE.

APPL|CAT|0N FILED juni 6. 191s.

Patented .1311.15

2 SHEETS-SHEET 1.

Inf

J. GOOD.

KEROSENE ENGINE.

APPLlcATIoN FILED JUNE 6.19m.

Patented Jan.15,41918.

2 SHEETS-SHEET 2.

l stationary-power plants, or wherethe operato-r can manually'control4the functions as y UNITED s'rArEs caricia Jomrcoon, ornaoonmm, New Yoan,assrenoarocoon IivvENrIoNs co., vor

BROOKLYN, NEW Yoan, A conromrrron or NEW Yoan KEaosnNE-ENGINE.

Application ledIune 6, 1918. Serial' No.v 101,888'.

To all whom z't may/concern Be it known that I, JOHN GOOD, a c1t1zen ofthe-United States, residing in Brooklyn,

New York, have invented the followingde-v scribed Improvements in,Kerosene-Engines. My invention is a kerosene-burning -automobile enginehaving as itsfprincipal object an organization ofthe charge forming andheating elements i'n suc-h manner asfto insure clean and eiicientutilization of the fuel` under the ever-changin conditions of speed andload thatare peculiar to automobile operation, and the further objectofaccomplisliing this result without appreciable contamination` of thelubricating .oil in the .crank case with the kerosene,'a'nd without theuse of a more volatile fuel f or startin ,y

and by meansV of apparatus of sichgsmal -compass as to be readilyincorporated in au-A tomobile power plants without departure r eral tothe fouling of the interior parts and which result from the lack o'funiformity of load and speed andthe intermittence of service inautomobile engines. ',Existing types of kerosene engines usingpre-formed ,charge mixtures' of loil and ainare satisfactory, onlyfinsofarfasl the loada'ndthe general operative conditions are connedto varlation withinrelatively narrow li1nits,.that is to say for such uses asmarine/propulsion4 or' circumstances' may require. .Automobile en, gineshowever are subject to constantly changing conditionsl and'`throughout,l ex'- tremely wi e` ranges, and to" intermittent serviceand. are 'rarely run at constant- 1'speed or constant load Vfor anyconsiderable period z and are furthermore notoriously maltreated by`their operators- .".Ihel problem which -my invention has solved is thusparticularly concerned with the accommodation of the vaporization'in thecharge-forming Aapparatus tothe -va ria' tions of engine operation so asto maintain automatically a constanteifect'o1-,condition 'plished Y ofcharge, and which, as above stated has not to my knowledge beenheretofore accom# Concluding from the results "of several yearssyst-cmatic'experiment, I have ascer.

'specmaaon f 'Letters raient. Patented Jan, 15,1915,

tained that while" complete vaporization of the 'fuel and hence anabsolutelydry gaseous mixture. is ideal forV even distribution to thecylinders and cleanliness of operation in lautomobile engines, it is notordinarily easily obtained with kerosene nor continuously maintainedexcept at entering temperatures so high as, to entail counter-actingobjec tions, andpl havefurther discovered that highly satisfactory andvcleanly operation is i not-entirely dependent upon complete vaporizationand that a small percentage of the fuel in liquid form "is permissiblein thecharge provided the temperature variation ofthe latter is confinedtoa small range of say 25 F. at the inlet header and lI have developedthe apparatus hereinafter de-,

scribed with partlcular reference to Athis limitation, afs Well as tothe collateral requirements that the temperature ofthe entering chargeshall instantly and automatically become accommodated tothe variationsinvthe-weight of the'charge mixture so that' a smallcharge entering on asuddenly' restricted throttle adjustment may not be.- come excessivelyheated, or vice versa, that an enlarged charge fromyansuddenlyopened`throttle vmay-V not receive aninsuicient amount of heat, in other-words,that the temperature' accommodation shall be instantaneous or at leastas quick as the quickest ordinary change in throttle adjustment.

The solution' of the problem-1however'de pends not merely 'onthemaintenance of .the said minimum temperature' variation, but likewise'involves' the Aimportantfconsiderationlthat for all conditions of'engine' operationthe vaporization shall take place withsubstantial,Euniformity in result, -sol that the mixture entering thecylinders will either be absolutely dry or. not so wet withliquid-,kerosene (in 4the formi, of suspended particles or films on theWalls` of the passages) 'as tof* give rise to the objection commonlyaccruing from-.too wet mixtures.,

This in." effect -means that the mixture requirestobe vaporized` tonearly 4the point of completedrynesa'the amount of liquid conatl 'tained medium employed. 1 e The-heat for vaporizing the fuel isdeeffective to maintain the substanti preferrev seien-m11 as justvisible when t I fparts `are made ot glass and Suh nearlyplete'vaorization', the latter being always a anyof theat'tendant disadvantagesthat are peculiar ngchamber and lformation of tarryorcarbon depositstherein which, by

accumulatii prevent the prompt exchange.

'of heatbet n the mixture and theheating rived from the dlscharginggases of the internal combustion, as 1n the case o f all engines of thisclam, but in the present in-- `vention1 is so utilized in relation tothev vaporizmg mixture thatit is transferred to vthe mixture fin amanner Awhich is-secially a y" s011- stant temperature effect abovereferred to and without the need of thermostatic' con-` trol orbypasses. The desired and necessary temperatureV condition is thusmaintained automatically. and quite regardless of the throttleadjustment o r the vsuddenness or frequency of throttle changes andlikewise independently ofthe load on the engine.

' ings', Fi

` lthe latter. The figure shows proportiouing"device or so-calledl Fig.2 isa top plan of theengine with the head in tube and engine.

e -present invention thus attains the said constancy'of inlettemperature by the mutual cordlnation ofseveral `factors having to dowith the condition of the entering charge under changing conditions of'engine operation.

In the accompanying drawings, I have shown my invention appliedto a fourcylinder engine, known as the Ford automobileVv -e1`1g1ne,` and withsuilicient details of stmoture to enable engine builders to constructanduse the same. Referring t'o these-drawre lrepresents the engine inoutline Aan vertical longitudinal section thus exposin the exhaust andinlet portsof the engine an also thev valve stems which alpear through aso vcarbureter and the burner-head of relative positions.'

removed. and the exhaust 'header and vaporizing tube partly in section.

' Fig. 3 1s a V artial cross-section ofFi 2 on line III-I I, being inthevertical p' ane ofone of'the exhaust Fig. 4 is a similar section 'ofthe inlet port.v -`Fig. '5 is -a horizontal section lof theiexhaustheader showing a modified form of aoV va orizer tube.

type of engine showing an alternate' and in some respects superiorrelation of 'vaporizvig. 7 is a longitudinal hori'znai ma@ tg .fuels ofthe 'complexity of kero.

to Say, the breaking down in through a single entrance port, marked theexhaust "and inlet headers-in the chargethe heater in their ig. 6 is across-section through-a different nasaosa Fig.v 8 illustrates thereverse side of the en e shown in Fig. 'T2-and ig. 9 afurthermodlticationiof vaporizer .wie

Fig. 10 being a further modification.

In the L--type four c linder engine shown in F' 1-4 each cyln er,.1,iscontrolled by an in et valve 2 and an exhaust valve 3 both of the puppettype, and appropriately op era by means not appearln 1n the drawing. Theexhaust valves 31m this englne control individual .passages 3 from eachcylinder, leading directly'and slightl upward into the exhaust header 4,whic is a horizontal pipe or elongated ychamber ex tending lengthwise ofthe en ine soaas lto be -close to the exhaust valve o each c linder.'This header is 4connected to an o -take 5 leadingto the muiler orelsewhere. The in let valve ports of each pair of adjacent cylinders.are supplied with charge mixture 2a from a longitudinal inlet header 6disposed parallel with and just below'v the exhaust header 4. rlfhereare thus in this particular 4engine four exhaust port's directed intotheexhaust header andY two inlet ports connected with the inlet headerVand both headlas such other similarfuelas maybe employed,

through a connectingpipe `8. The function of this device is to establishand maintain correct combustible proportions of the mixture of liquidfuel and air,

preferably inthe form of a spray more or ess imregnating the air. Thismixture isdrawn y the inspirating action ofi the enginegfrom theproportioner 7 through a vaporizing tube 9 centrally locatedv within theexhaust header and supported by its ends therein in such manner thatupon removal of the device 7 from the ends ofthe header 4 it may be'withdrawn; from the latter, bein thus removable. The characteristics ofthis tube, representing the -vaporizen pro er of this inventionare'lmportat 'and wi be referred to below. thei'vaporizing tube 9 themixture is drawn through the insulated elbowconnection 10 into the inlet'header A6 whence it enters the cylindersthrough'theinlet ports 2*abovel described.

The interiortube 11 extending lengthwise i the fuel being lao From ,theend of i isn ' the out 'under through the inlet header' 6 represents asource of heat used'to heat and vaporize thel charge mixture when theengine is cold,

suiclently for starting` In the present case'l this tube is connectedto' a burnerhead 12 which projects an intense flame through itYdischarging its combustion products through etepipe 13 below the engineor outside of the` engine compartment. This heating apparatus is shownand claimed in my prior application, Serial No. 822813 and' neednot behere described further than to say that it is supplied with kerosene asfuel i ffrom thev main engine supply and with air` ressure and that whenoperatedy itY instant y produces and maintains a continuous forcedcombustion Aentirely confinedwithnthe narrow tubeltwhich, as just fstated, is.v insidek of Vthe inlet header 6 where the heat from it ismost effectively conserved to the purposeintended. Although o'therheating apparatus `might be used for initial' vaporizat1o11 ,`this oneis preferred because V it 1gnitesl by electric s ark-and can be started1n action very real 11y by simply turningV onV a source ofy compressed'air, or by simple mechanical motion as .full described inthe.

l The location of i such a heating tube inside of the inlet headerapplication referred to.

so that it is surrounded on all sides by the mixture to be heated andyaporized, I con siderof itself an vimprovement in rstarting y apparatusindependent of the other andn broader matters described `herein,'thead.l vantages ofsuch internal arrangement of heater being apparentWithout' urtherexplanation.

'Referrmg now to .the type of engine shown in 6, 7, and 8, it will beobserved thatfthe valves, 2 and 3 controllin inlet and exhaust, are hereof the overhea type and that 'by such arrangement the exhaust gas hasaccess to the yaporiz'ing tubein a substantially straightand very shortpath arid with the least contact 'with waterf cooled walls likely todissipate its heat. The

said tube is 'centralized within the exhaust header 14 and the latter isvery close to the combustion space and, as in the preceding figures,lies alongside the row of' exhaust ports, lengthwise of the engine,extending substantially its full length.` The charge v mixture from theproportioning device 7 is drawn through the vaporizing tube 15 andthrough its continuation pipe 16 which leadsV around the engine to theinlet orts on the o posite sidehthe flow of' vaporlzed mixture 't ereinbeing protected from theinlluences lof the external temperature by theinsulating effect of the gas space between the pi e 16anda surroundingpipe 17, which mig t` be regarded as part of the exhaust header orexhaust pipe, but which is here utilized as;A the Hams passagefortheheating ap aratus used for starting.` Heat insulating aggingv isapplied'to the exhaust header and may also be applied to the pipe 17.The burner head 12 of the heating apparatus in--this form, is connectedto pipe 17 at the bend therein, so as to. project its dame through theannular space around'the inlet ipes 6v and 16, both of which are thinwal ed,` ex

hansting through the pipe 13 as indicated. The olf-take from the exhaustheaderI is marked 5 as before, being near the narrow part of the'vaporizer tube 15. 'It will be understood `that in both forms of engineabove described the'burner 12 is `first set'in action to heat thelintake passage sufficiently to vaporize the first few` charges enteringthe cylinder, ,aftenwhich .the normal ,vaporizai 'tionis accomplished bythe heat of the ex-V haust `gases .impinging upon the vaporizmg tube.

InV bothdescribed forms and ,in any form` of engine involving myinvention, the y.vapor- ,izing tube at some point or part of its lengthis 'of considerably less cross-sectional area than the rest of thekpassage constituting the suction intake, and this'redu'ction of 'areais' 'for the ourpose of establishmg a relatively high velocity ofmixture flow, local to the region VWhere vaporization takes place andtakes'advantage ofthe so-called mass-flow law, now well establishedthough of. recent origin in connection with steam generation and filmheatersl According to this law,

whenever the controlling resistance to ther transfer of heat lies on thegas side of the wall, the' heat that will pass to or be'taken up by thegas is directly proportional to the weight of gas passing per minute,that is to say, in the present case it is proportional to. l thevelocity of the mixture.

` Under appropriate 'collateral conditions presently referred to, a highrate of heat absorption isobtained in the present case, by this highfactor in securing constancy of inlet temperature, but m order to avoidexcesslve drop ion local Velocity and which is an important in pressureby reason ofthenarrowness of the passage, the tube is preferablydesigned according to the principles of a Venturitube, that is to say,it is provided with a convergent entrance* section and a graduallydivergent outlet or recovery section, the in-A tervening, section beingthe point or portion of nari-cwest area and constituting the' throat ofthe Venturi-tube. By such design a maximum local velocity is attainedwith an inconsiderable over-all-loss of pressure, that is tosay with aminimlunobstruction of flow` to the engine;A The Venturi `formmoreoverproyides the further advantage ofv a very considerable reduction ofpressure at itsthroat,ilocal to that point, and which is .highlyconducive to prompt vaporization, especiall'y when and as supplementedby the ressure reduction from a throttle restriction 1n advance ofthethroat,the preferred lo iso 50 collect pools or spots of liquid, andboth recation of the throttle and the external heat. In 'certain otherrespects also, vaporlzing tubes of Venturi-form areL particularlyadapted4 for vaporizing Akerosene and like fuels, as I have found, butwhich need not f be here explained,`- further than to say that y it isessential that al1 of the air' constituent of the charge shall passwith. all the liquid y end, and will not be heated evenly or propfuel.through a` single Venturi-form vaporizer. Several vaporizer tubes mayif deslred be arranged in tandem or series relation asresently explainedbut if several su'cht'ubes e arranged abreast or in multiple relation,the mixture will not pass through them evenly exceptV by special.provisions to that erly and neither-vaporization or combustion will beclean. l

In -F ig'.`1, the vaporizer tube consists ij. entrance section 9, a longthroat of 'restrict-f ed but' constant diameter and a graduallydivergent recoveryportion'Q". In the form of 6 to v8 but of-shortlength, are joined end to.

end and constitute the va orizing tube, and the mixture is introducetherein through a vortex elbow 19 to give it a whirling motionk at theentrance.` I have ascertained that the most 'eflicient vaporization isaccomplished when the liquid formsa film on the wall of the tube and theair or-the remaining aseous medium sweeps vover it. 'l In the orms ofFigs.. 1 to 8 the throttle 20Aserv'es iin some considerable measure tolthrow .the liquid particlesagainst-the wall ofthe va,-

`serves thelsame effect in a greater egree.'

` The passages through'the vaporizer'itubes,

of whatever shape, should be as frictionless as possible and devoid ofany pockets or abrupt bends orcorners, and also devoid of anyprojections or baiiles. of any kind. Projections not only increase theresistance and over-all pressure lo but vgive rise to eddycurrents, vandpockets-or corners serve to sult in the deposit of products ofdistillation on the inner'walls of the vaporizer. 1which depositpromptly interferesV with and ob- -structsthe 'intended function. Itisof very side the tube is acondition .of the mainte- G0 I nance lof asubstantially non-varying' inlet temperature. To provide againstthereontingency, likely to occur from misuse, of accidental foulingofthe vaporizer tube,on'

its interior, by improper proportions, or on its exterior from toov muchcylinder oilin the exhaustfi-the ltube is made removable i as.v aboverecited. Loosening of the ring nut 18.

disconnects -fthe pro ortoner -7 and mits withdrawal of t e tube,which-is easily cleaned. f n While high local velocity tends vto ronotethe vrate `o heat transmission, as a vc statedyitfw-i not necessarily-do so,.nor will the` final inlet temperature be constantunlessfaceording to the mass-How ylaw above referred to,y thecontrolling resistance to the exchangeV of heatV be on the sjor mixtureside of the' heater wall, 4that 1s to sa'y within .the vaporizer tube.Should it lbef o n .the other or' exhaustside, then the rate of heattransmission will depend on the rate with which thetube metal can getthe heat, and this also follows the-mass-liow law and would give nopreference to the interior gas if it were'not'foi'` one element ofexcep` tion. The excepted element is the radiant exhaust gas heat whichenters the tube at a rate so much higher as to tend to keep-the maximumthermal. resistance always on the Imixture side., I thereforel locatethe vaporizer tube directly in line with the exhaust valve dischar efrom eachcylinder and as close as' physlcally possible tothe exhaustvvalves themselves (consistent with the c'yl-' zinder and .valve design)where the said tube is thus subject tothe efectof the radiant heatavailable at that point. It is well known` porizer tube. In Fig. 9 thewhirlin motionrgzwalls to a cooler gas current. In Fig;` 3 andbecause ofthe type of engine selected, it

happens that the vaporizer tube and exhaust header are elevated somewhatabove ythe level of the exhaust ports this being in order to accommodatethe inlet header, V'but that it is Vsubect todirect impingement-by.V

the flame stri ing'it with high velocity and before the ame has"encountered any relatively cooler surface and before it has been subjectto vany appreciable expansion.- Proximity to the luminous flame anddirect, right-angled, and high velocity im. v

ingement on the tube are conditions givinsure that the maximumresistance to flowfshal] be within the tube and hence pro- 'lng rise tothe greatest degree of constancy y portionalto the weight flow perminute.

which of course means constancy of final temperature, In the engine ofFigs. 6 to- 8 the valve designpermits a more direct outy stancyofmixture'temperatu're at the inletl y so` ]ust made, makes possible aconstancy of temperature at the inletheader Welluinside of the range of25 above referred Ato.v @ther c designs of engines could be Vselectedgiving an equal or su 'erior radiant heat effect. In order to con crm"to the conditions best suited for constancy of inlet temperature anddryness of mixture in a. multi-cylinder kerosene engine the vvaporizintube 1s horizontally disposed alongside 0% the cylinder heads,centralized within the header, and of a length corresponding' to thelength of the exhaust header, as shown in the drawings. Such lengthprovides a sufiicient vaporizing surface 4to produce dry-mixtures, or inany event nearly dry-mixtures, although in a general Way the surface maybe increased or diminished Within reasonable limits. The closer therproximity to the source of the luminous yflame the less surface isrequired and conversely the more remote from such llame, the moresurface is required, but an ,unduly extended tube becomesl dirty bydecompo sition.

As a. means of further promoting the contheexhaust gases are caused tomove over the vaporizer tube after impingement thereon with. lthemaximum possible velocity which is promoted byV keeping the size of theexhaust passagealong the outside of the vaporizerwall as small asconsistent With Y nondevelopment of excessive back-pressure. By makingthe hea ter the'restricted exhaust passage instead of the; muffler thevaporizer 'l will itself act asa muler and produce the desired heattransmission Withno more backressure than is noW" normal. A.As shown in`igsl 7-9 `the exhaust passage surroundlng the `vaporizer tube is madeto conform more or lesstothe shape of that Venturiltube for the` purpose`of :maintaining Ihigh velocity, especially at the throat andtherebyv'facilitating the heat transfer.

' Vaporizer tubes according to this in'ven` tion and related 4to theother engine parts as aboveI described, are made with very` thinWallsaandziof circular cross-section and for best results-should be asthin as possible consistentfwiththe pressure `they may be calledupon towithstand. For this reason the tube `is made of steel although othermetals will su'fiice, and steel tubes having walls not thicker than 117;or if of aninch and also aluminumhave given very excellent results.

The thinness of the tubewall directly cooperates'with the otherfactorsmaking for constant inlet temperature and reduces to a I alsnegligible minimum any lagin the transfer of heat from the exhaustgas tothe mixture fand particularly avoids delay in reaching the normalvaporizing temperature when With the subsequent heat exchange. "thinnessof the-fvaporizer wall is `also imstarting up cold. Delay under thisycondi- -tion involves the production of much smoke portant in respectto the vapor-ization of the, liquid without breaking it down havin avery noticeable effect irrespectiveof ot `er 'I6 conditions in producina charge mixture whichis substantially fry and non-fouling.

` For using commercial grades of -kerosene the engine compression may be45 or 50 pounds or evenhighe'r,` when equippedwith apparatus abovedescribed andwithout the usewof Water injection. Such an engine willpreserve a substantially constant inlet temperature throughout extremevariations of running (automobile) conditions and with proper timing ofthe spark, temperature variation may be keptwithin ten degrees even.including idling and it ordinarily runs at an inlet temperature ofabout 235 F. The same .apparatus sufiices also for other highspeedengines and for other or heavier grades of fuel but the tube ispreferably made longer for the heavier fuels in order to increase thevapori-zing' surface accordingly. Multiplication of the number` ofcylinderstends to decrease-the temperature variation and preheatingl ofthe air constituent of the charge tends to promote the va-` porizationand can be usedwith advantage for fuels heavier than kerosene,`-`byusing for example, the air'heating system described in my priorapplication Serial No. 92,816, filed y April 22, 1916, and the use ofWhich is ad visable in preference to an extension ofthe length `of thevaporizing tube beyond the general dimensions shown, to avoid breakingdown of the fuel within the tube. I The burner device 12 may andpreferably should be run until the internal combustion is Wellestablished.l The application of the starting 110 heat -to the suctionintake at a point in'its length near to the inlet valves but separatefrom the normal vaporizer,A will be observed to be accompanied bytheleast complication of the vaporizer itself. I have found that 116for'lar e sizes of engines it is preferable to multip y the number `ofcharge-forming devices` and vaporizer tubes rather than increase thegeneral size of a single equipment and which may be done in simplemanner by zle. The top of the float chamber is shownv 13o.

l as balanced to the space between the throt- 'tle and the air` check bymeansof the will be observed that myinvention thus consists in thecoperative mutual relation of the several features above' described aswell as incertain features independently, and that it is characterizedby Vthe maintenance Of-SubStantially .constant inlet temerature, uniformdistributionyto the cylin and vaporization, `and is thereforerepresented by the combination of. said features appendages and andsub-.combinations thereof, as set.forth in the claims, and it. will beunderstood that within the` limits herein stated, various modifications,alterations, omissions, reversvals and otherv changes may becomprehended without departing. from the invention.V

1'. Fuel charge .supply means for internal combustion es lcomprising asuction intake formed in part of a thin-walled tube devoid 'of internaldeposit-forming pockets or projections Y and exteriorv heat-retamingequal in length to at least several cylinder diameters and of reducedcross-sectionalarea for such length, as coinpared to in the enginesexhaust gas-(passage close'to the region of combustion, an a fuel 'andair proportioner delivering its whole charge mixture into said tube inthe proportions intended for combustion in the engine, the saidorganization being adapted for sup- Elying a non-fouling' mixture ,of`aif'and erosene or like fuel throughout varying load and throttle.conditions of the engine.

2. Fuel supply means for combustion engines comprising a suction intakeformed in part of a; single Venturi tube equal at least' `in length toseveral cylinder diameters and mounted in the engine exhaust gas passageclose to the regionV ofcombustion, and a fuel and air ,proportionei'delivering its whole Vcharge into said Venturi tube in the proportionsintended for combustion in the ene, 3. In fuel supply i means forcombustion engines, the combination of a suction intake formed in partof a Venturi-form va orizer tube equal at least inlength to severacylinder diameters having its wall not more than lfis-'inch thic smoothexternally and lmternally, devoid of pockets or short turns, adapted tomaintain a. locally high flow velocity through it, and disposed in theengine .exhaust gas passage closeto the region of combustion, and a fueland air proportioner deliveringa charge mixture into said 4. chargesupplyy means for combus- 'tion vengines comprising in combination withy *y the exhaust manifold or header servin n. plurality of enginecylinders, of a suction 'tially parallel to an ers and clean internalcombus-4 the rest of the intake passage, and

intake constituted in part by a Venturi-form vaporizing tube di sedwithin, substan- Sdiocoextensive with said exhaust manifold, means forintroducing a fuel charge mixture into said Venturi tube, and means forconducting said mixture therefrom to the inlet ports of the engine. v

5. In an engine usin kerosene and like gine cyIindersand a transverselydisposed exhaustl header servin the same of a suction intake constitutein part by a thinwalled ',Vmituri-form vaporizer tube subfuels, thecombination .with a plurality of enstantiallyequal in length to thelength of said exhaust header and subject therein to the lradiant heatof, and direct impingement by, the flames in saidcylinders and a fueland airiproportionin device deliverin a charge 'mixture to sai intake inproportions intended for combustion in the engine.

,6.Fuel Vvapol'izing means for internal combustion engines comprisingthe combination with.. theexhaust gas -header transversely on a .purality of engine cylinders, of ayjsuotion intake including an intakemanifol'iL` an intake ssage connected tosaid'inhnfold an lon'tudinallytraversing said-exhau header, t e part of said passa subjected to'the.heat in said header bein comprised vof a thin-walled tube oflessiameter than the Vexternal portions ofsaid intake passage and aheat-insulated elbowl connection forming the external connection betweensaid tube and the said intakemanifold. v 7. In anengine adapted to burnkerosene and like fuels, the combination of 'a proportioning deviceadapted to deliver a charge mixture in the normal proportions suited forengine combustion under varying loads and connected to the motion intakeof the iop' engine, the said intake having as ection of the len -hthereof, asvto prevent the lingering of quid fuel therein at any loadand its length formed of cross-sectional larea rer duced to suchextent,relatively to the rest of receiving and conducting the whole of said Imixturez a throttle between said device and the section of reduced areaand an engine exhaust passage surrounding the said. re-

v duced section.

8. In an engine adapted to burn kerosene and like fuel, the combinationof the suction intake thereof connected Vto a charge mixtureEroportionin device and constituted in part y a relative y longthin-walled section of less cross-sectional area than the rest of theintake, said section being subject to the direct and substantiallyright-angled impingement by the luminous flame from the engine,whereby=the controlling resistance to the exchange-of heat is on .themixture side v of the wall of'said tube as hereinbefore set forth.`

9. I n an engine adapted to `burn. kerosene 130 and like fuels, asuction intake' therefor hav- Wal Venturi-form Avaporizer tube subjectto flame impingement at successive points along the length thereof and acharge-inixture forming device' connected to the ena Venturi tubeparallel With said header, the

trance thereof and delivering its mixture therethrough to. the engine.

410. In an engine adaptedto burnkerosene and 4like fuels, a'jsuctionintake having a ortion of its length formed as a Venturiorm vaporizertube, subject to flame imingement at successive points along the engththereof, a charge proportioner delivering charge mixture to the entranceof said tube and a heat-insulated 4passage conducting said mixture fromthe tube to the engine.-

11. In a multi-cylinder engine of the kind described, the combination ofthe exhaust header and a suction intake longitudinally traversing thesaine, the ortion of the intake Within the header being constituted byentrance and recovery ends of said tube being equal `in size to theexternal portions o'f the intake and the throat of said tube being inthe path of Athe exhaust from two, or more of the engine exhaust ports.

12. In an engine of the kind described, a

suction intake for theengine diyided 4into area'.and subjected-tothe-.exhaust heat of' the engine close to the combustionl therein',v

two longitudinal sections', one section being constituted by a vaporizertube inclosed in the exhaust passage of the engine in com.- binationwith means independent of the en'- gine combustion and associated withthe other section for heating it.

13. Inan engine of the kind described, the

combination of a suction intake comprising 1 one longitudinal section.in the form of a vaporizer tube having reduced cross-,sectional andanother longitudinal section adapted to be subjected to an independent.source of heat.

part ofa Venturi-form vaporizer tube submanifold andcontained in thesaid exhaust header, close to the region of combustion and a chargemixture proportioner delivering its entire charge vmixture into saidtube.v

1 5. In a multi-cylinder engine of the kind described, an exhaust headercommon to a number of cylinders, a suction intake traversing the samelon 'tudinally `and the part of said intake within the header being'oonstituted `b a Venturi'tubehaving its entrance an recovery ends equalto the cross` like fuel, the combination of a charge form- 14'. In acombustion engine havin an ex- Y vliaust header` and an. ,intake maniold, the combination with Ia suction intake formed in s'tantially equalin length to the. said intake portioner delivering the entire chargemixture lfor the engine into said Venturi tube. 16. In amulti-cylinder'engine the coinbination of'a suction intakeand an exhaust`manifo1d common to a number of c linders, a portion of the length ofsaid inta e being forming device, and a suction intake connecting thesame to the engine, a portion of' -said'intake adjacent said devicebeing constituted of a vaporizer tube and subject to the exhaust heat'of the engine, of means applied to the portion of the intake beL tweensaid Ivaporizer and the inlet 'to the 85 `engine for preliminarilyheating and vaporizingthe charge mixture therein to start `the enginewhen cold. j

18. In an engine for burning kerosene and ing device, a Venturi-formvaporizer tube conducting the mixture therefrom and sub- -ject to .theengines exhaust-heat, a pipe or passage to conduct said mixture to thecomustion space `of-the engine, a casing surrounding said pipe andindependent means for pro]ecting flame into said casing closev to theengines normal combustion space, 'to

start the engine when cold.

19. In an engine ofthe-class referred to, 1'00 the Ycombination with the-suction intakev of the en ine, a vaporizer tube forming part thereo andnormally heated bythe exhaust gases, of independently operated meanspermanently applied -to th engine for heating .l0-5' a Ydifferent partof said intake when starting the engine in operation. 20. In an engineof the class described,

the combination of a suction intake formed in'dpart by a Venturi-formvaporizer tube 110 an an engine exhaustmanifold conforming f in shape tosaid Venturi tube andV surrounding the same. f 21. In an engine of thekind described, a thin-walled, Venturi-tube .vaporizer devoid 115 ofdeposit-forming pockets or projections on its interior surface, a chargeproportioning device delivering its entire charge mixture into said tubeand means whereby said tube is externally subjected to flameimpingement.

22. In an engine of the kind described,

-the combination of a suction intake conected with a liquid and air4roportioning evice, a portion of said inta e being constituted of aVenturi-form vaporizer tube and incloscd in the yexhaust gas passage of.the engine and meansfor directing the fuel liquid entering said tubeupon the. conver-l gent wall surface of said Venturi tube.

23. in 'an 'engined the 15nd described,-

the combination of a mixture proportioning device, a Venturi tubereceivin the mixture proportioned thereby7 an ex aust header surroundingsuch tube and anc intake mani-- fold connected to said tube, theorganization of said tube with respect tor its length, the

thinness of its walls and its proximityl to the exhaust lport of theengine being adapted .to maintain a mixture temperature at' the f inletports autor'naticallyl constant-Within '25 for all load conditions ofoperation.'

2.4. In a multi-cylinderengine of the class described, the combinationwith the-'exhaust `header, of a Venturi tube extending lengthwisethereof "and forming part of the suction intakefof the engine and ada edto conduct thecharge lmixture-inl com ustible j proportions to theengine, said tube having- 20 a ,throat portion of lesscross-sectionalarea 'than the rest of the, suction intake, and means inadvance of said tube for directing liquid. articles in themixture'against the `wallf-O said tube. y p

'2b.'l1n'an engine oftheclass l"described, 25l

means forA propotioning they charge, mixture and means for v aponzingsaid mixture, comprising a long th1n-wa11ed' Venturi tube .ds-

posed in the engine exhaust passage, and a throttle between the 'tubeand proportioning means. v j

26. lIn a multi-cylinder engine, the combi- 'nation of an exhaust headerorv manifold servin several cylinders a Venturi .tube'im closed y saidheader an means for passing the charge mixture for the engine 1n com--bustible proportions, through said tubeand' header to the-intake portsof the engine'.

27 Ilia multi-cylinder en ine nation with -the'sucton intaie t ing asection ot its lengthfconstituted byla- Venturi' tube ydlsposedalongside of and co- Y:

extensive with the rowof exhaust` ports of the engine and subject toimpingement by the iiames therefrom.

In i',estinion'y whereof I have signed "this specication.

. JOHN GOOD;

